Automatic continuous rail-frog and switch



(No Model.)

PatentedNov. Z, 1886 FIG-.1 I

PIC-1.5"

UNITED STATES PATENT OFFICE.

OASPERBUHRER, on CAMBRIDGE OlTY, INDIANA.

AUTOMA'TIC CONTINUOUS RAIL-FROG AND SWITCH.

SPECIFICATION forming part of Letters Patent No. 352,079, dated November 2, 1886. Application filed March 26, 1886. Serial No. 196,713. (No model.)

-way-traoks; and it consists in the construction, combination, and arrangement of the several parts hereinafter set forth, and will be understood from the following description.

In the drawings, Figu re 1 represents a crosssection on the line so a: in Fig. 3. Fig. 2 represents a cross-section on the line y y, Fig. 4.

Fig. 3 is a top view of my device,showing the.

normal arrangement and position of the several parts. Fig. 4 is a similar view of my device as it appears when the pivoted bars are pressed downward by the pressure of the train and the wing-rail w is thrown up against and over the main rail, so that a train approaching from the siding would pass safely on over the main track to the continuation of the siding beyond. 1 Fig. 5 is asideview of the outer siding-rail, showing the arrangement of the pivoted bars and their joints and connection with the crank-rod.

In detail,- m is the main traclgwhich is continuous throughout, ands is the side track,the

1 outer rail of which is continuous throughout.

The junction of the inner siding-rail with the main rail is formed by the frog f, which consists of a triangular piece of metal having an off-.

set next the main rail and of the same depth, a central tongue, and an outer rail portion, a groove being left between the tongue and outer rail portion deep enough for the flange of the car-wheel to travel in in passing over the frog. This frog is substantially identical with the frog shown and described in another application filed contemporaneously herewith, and need not be further described here.

w is a wingrail pivoted at 1;. Its outer end is curved, and through the other end of this rail is passed a bolt, on the outer end of which is coiled, a spring, sp, adapted to be compressed between a washer on one end and a plate mounted on the bolt some distance below. This frog-rail is connected by a connecting-rod, c, to the bend of the crank-rod or,

The object of this spring is to draw the wingrail 10 back in the position shown in Fig. 3 after it has been drawn over in the manner shown in Fig. 4.

On the side of the outer siding-rail are pivoted bars 11' and b,which extend along the side of the rail to within a short distance of each other, and these are connected by intermediate joints, 9' and j, which are pivoted at 2 and 3 to the bars I; and b.

5represents the pivot of the central knuc'kle- 6 5 joint, and Z and Z are lugs or plates, the faces of which abutagainst each other as the bars b and b are pressed in, making flat bearings at the ends. The crank-rod or has small'upset ends or knees,which enter the bars b and 1) 7C at k Ic',the whole being arrangedin such 311113111. her that when any weightor pressure is brought upon the top edge of the bar I) or I) both the bars are forced downward,moving on the .central pivot at 5,bringing the parts Z Z together. 75 j The pressure on the knees k It operates to turn the crank-rod, so that the crank or is thrown outward, carrying the connecting-rod c with it, and drawing the wing-rail 10 up against and over the main rail in the position shown in 8 Fig. 4. The bringing of this wing-rail over and against themain rail compresses the spring sp, as shown in Fig. 4, and when the pressure upon the bars I) and b ceases the spring exerts its force and draws the wing-rail back to the 8 position shown in Fig. 3.

To illustrate further the operation of the device, the inner siding-rails, s, on both sides of the frog are elevated, so as to lift the wheel of a train approaching the main track from the 0 siding over the level of the main-track rail, I the highest point of elevation being aboutthe center of the frog, and decreasing gradually to a level in either direction from that point. Thus if a train on the siding is approaching 5 the main track, moving in the direction of the arrow in Fig. 4, it rises gradually until it reaches the frog, the flange of the wheel moving in the groove yr, and the bar I) is pressed down, carrying the connected bar b at the other no end. The pressure is transmitted through the knees 7c to the crank, throwing the bend of the crank outward and drawing the wing-rail wover to the position shown in Fig. 4, and as the tread of the wheel leaves the frog it passes at once to the top of the wing-rail w,and thence along the siding, safely over the main track. WVhen the train has passed over, the pressure 5 upon the bars being released, the spring .5

exerts its force, throwing back the wing-rail to the position shown in Fig. 3, leaving the main track clear for the passage of trains.

It makes no difference which direction the trains come upon the siding, as the pressure upon either of the bars I) or I) operates automatically to throw the wing-railto form a passage for the car-wheel over the main track to the siding. When the pressure is removed,

: the connection is again thrown open, leaving the main track clear.

If desired, the barsb and 1/, instead of being placed on the outside of the rail, as shown in Fig. 5, may be placed on the inside of thesid- 2O ing-rail, and in that case it would be well to provide the bar with a groove, so that the flange of the ear-wheel might enter that groove and be more certain to produce the pressure to operate the crank-rod and win g-rail. One method 2 is precisely the equivalent of the other, the

only difference being a slight change in mechanical construction.

This automatic mechanism is as well adapted for throwing a switch as for operating the wing-rail and frogconnection, and is arranged to operate in a similar manner. As the train comes upon the switch, if it is open, the press ure upon the bars connected with the crankrod will operate to throw the switch-railauto 3 5 matically in proper position, so that the train may pass safely over the main track, and the release of that pressure will throw the switchrail away, leaving the main track clear.

The relative elevation of the parts,as shown .tc in cross-section in Figs. land 2, will doubtless pressure-bars pivoted to the side of a switch or siding-rail, so that a train passing over such rail and bars will force said bars downward and operate the crank-rod,so as to throw the wing-rail in position for the siding or switch, all combined substantially as described.

2. The main track 012, the side track, .9, the inner rail of the siding elevated above the main track near its junction, the i'rogpiecef,

6o bolted to the main track, so as to complete the junction of the siding with such main track, the wingrail '10, pivoted at p and connected by a rod, 0, to the crank-rod or, the spring mechanism 61), secured to the wing-rail, the press- 65 nre-bars b and Z), pivoted to the outer sidingrail and connected together by the joints j and j, and adapted to operate upon projections 7t 3. An automatic continuous-rail inechan- 7 ism composed of a curved wing-rail elevated above the main track and pivoted at one end along the side of such track, connected to a crank-rod which is operated by one or more pressure-bars pivoted to one of the siding-rails, so that a train passing over such rail will force said bars downward and operate the crank-rod, so as to throw the wing-rail in position for the siding or switch, the spring mechanism 5 connected with the wing-rail w, for drawing the wing-rail back from the main track, the elevated frog-piece for completing the junction between the siding and the main track, and the guide rail 9, all combined substantially as described.

4. An automatic continuous-rail mechan ism composed of a main track, side-track rails, the inner one elevated above the main track, an elevated curved wing-rail pivoted at one end along the side of such track and connected to a crank-rod which is operated by one or more pressure-bars pivoted to one of the sidingrails, so that a train passing over such rail will force said bars downward and operate the crank-rod, throwing the wing-rail in position for the siding or switch, and an elevated frog-piece bolted to the main track, completing the junction between the siding and Inain-track rail, all combined SlllJSlitIll' tially as described.

5. A railway-track junction composed of main rails and siding-rails, the junction between the two formed by a frog, the tongue and track portion of which are elevated above the main rails, the siding-rails in either direction from such junction with the frog being also elevated above the main rail, decreasing from about the center each way to an ordinary level, a wing-rail pivoted to one side of the main-track rail and elevated above such rail, adapted to be thrown in line with the sidingrails by means of the pressure of the carwheel upon the top of bars pivoted to the outer siding-rail, connected by a suitable crank'rod mechanism with the wing-rail, and a spring mechanism for throwing the wing rail away from the main-track rail when the pressure upon such bars is released, all com bined substantially as described.

6. A track mechanism composed of a pair of ordinary rails, one or more pressure-bars pivoted to one side of such rails, and a crankrod connected to such pressurebars, operated by the pressure of the car-wheel upon the top face 01' the pressure-bar, substantially as described.

In witness whereof I have hereunto set my hand this 18th day of March, 1886.

C. BUHRER.

Vitncsses:

O. I. J ACOBS, IIATTIE Miriam; 

